Remote control device



July 20, 1943.

LAP

RUNNING SERVICE RELEASE J. CANETTA ETAL 2,324,904

REMOTE CONTROL DEVICE Filed Jan. 50, 1942 2 Sheets-Sheet 1 l7 l5 5a. 45

EMERGENCY INVENTORS \JOHN CAN ETTA \JOHN B-G ROSSWEGE BY ml- 9 ATTORNEY Patented July 20, 1943 UNITED STATES PATENT OFFICE REMOTE CONTROL DEVICE John Canetta, Wilkinsburg', and John B. GrosswegeiEdgewoolLPa assignors to The Westinghouse Air Brake Company, Wilmcrding, Pa, a corporation of Pennsylvania Application January 30, 1942, Serial No. 428,813

8 Claims.

This invention relates to fluid pressure brakes and more particularly to a remote manual control system therefor.

Certain types of vehicles-are provided with a plurality of operators stations from any one of which the vehicle may be controlled. For instance on double end locomotives or rail cars an operators stationis usually provided at each end of the vehicle. one station for use when the vehicle is traveling in one direction and-the other station for use when the vehicle is traveling in the opposite direction. At each of these stations there is usually an engineers brake valve device forcontrolling the brakes on thevehicle, or on the vehicle and a connected train in that type of service.

Wher there are two brake valve devices thus provided on a vehicle, a relatively large amount of pipe is required to connect the brake valve devices with the other parts of the brake system, and some of the pipes are often relatively long for connecting the brake valve device at one end of the vehicle to the opposite end thereof.

A great amountof pipe, and particularly long pipes, ar objectionable in any fluid pressure brake system not only from the standpoint of complication and cost of installation but also because the responsiveness of the brake devices tends to be reduced due to the resistance to flow of air throughthe pipes. Moreovera broken pipe may interfere with the safe control of brakes or possibly result in complete failure of the brake system. Thusfrom the standpoint of safety it is also desirable to keep the amount of pipe and the number of pipes in a fluid pressure brake system at a minimum. a

One object of the invention is therefore the provision of an improved system-for controlling the brakes on a doubl end locomotiveor the like embodying only one brake valve device, the location of which is independent of an operators station, and means arranged for remotely controlling said brake valve device from one or more remote control stations.

According to this object th singl brake valve The brake valve device so located is extent is advantageous even over the present single end control systemsin which the brake valve device is located at the engineers station. Moreover, the elimination of one brake valve device for double end control provides for the elimination of piping incident thereto. a This improved arrangement thus to a great extent overcomes the objections above described to the usual double end type of systems.

The usual engineers brake valve device includes a rotary valve which the engineer turns through the medium of a handle to different positions for controlling the brakes on a single vehicle or train of vehicles. With th development and consequent increased complications of brake systems it has. at times become desirable to control a greater member of passages through the rotary valve. To meet this requirement some rotary valves have been made larger, while in certain cases doubl rotary valves have been resorted to. In either case however, the changes have resulted in the requirement of greater efiort to turn the rotary valveand this is undesirable from the standpoint of the engineer.

Another object of the invention is therefore the provision of a brake valve device havin power-means for turning the rotary valve and manually operative means for controlling the power means, whereby regardless of the resistance to turning of the rotary valve the operator may by relatively easy manipulation of the manual means selectively position th rotary valve as desired.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings; Fig. 1 is a diarammatic view, partly in section and partly in outline, of a brake valve device and remote control arrangement therefor, constructed in accordance with one embodiment of the invention; Fig. 2 is a sectional view taken on the line 2-2 in Fig. 1;"Fig. 3 is a sectional view, similar to a portion of Fig. 1, of a modified form of the invention; and Fig. 4 is a plan view. partly in section, of aportion of the mechanism shown in Fig. 3.

DescriptionFigzu-es 1 and 2 The brake valve remote control system shown in Figs. 1 and '2 comprises a power operated brake valve device I for controlling the brakes on a vehicle or on a vehicle and connected train, manual operated brake valve controllers land 2a adapted to be located at two different control stations on the vehicle, as for instance in the vide for most eificient and effective control or the brake system on a double ended vehicle, or

on such 'a vehicle and the connected cars of 'a' train in such. service. This location on a double ended vehicle would usually be preferably intermediate the ends of the vehicle and adjacent to- F the brake parts to be controlled.

The brake valve device may be similar to any well known manually operated type, except adapted for power control, and may therefore comprise a casing made up of one or more sectionsl mounted one on top of the other with a cover Smounted on the top of the uppermost section i, said sections and coverbeing rigidly secured together in the-usual manner; 7 The cover Bhas a chamber 9 containing a rotary valve I is which is mounted to turn on a seat provided on the upper face of the upper casing section 7.

The rotary valve 8 may, for thepurpose of. illustration, be like the rotary valve used in engineers brake valve device which are employed for controlling the brakes on railway trains and therefore may have brake controlling positions arranged as shown and indicated by legends in Fig.2.

As well known; the release andr'unning ticns,. indicated in Fig. 2, are for, the purpose of supplying fluid under pressure to a'brake pipe ll to'effect a'release of brakes on the vehicle or on the vehicle and a connected train. The service position is employed for effecting a service reduction in pressure in brake pipe H to cause a service application of brakes. The lap position is usedrfor holding the pressure in brake pipell at a desired reduced degree for limiting the degree of a service brake application. The emergency position is provided for effecting an emergency reduction in pressure in the brake pipe to efiect an emergency application of brakes.

The rotary valve it has a bore openat the periphery thereof which contains a ball II and a spring !2 acting on the ball urging same outwardly into contact with the cover 6. The cover 8 has a plurality of r cesses 13, spaced apart according to the spacing of the different positions above described and so arranged that the ball H will enter one of the recesses in each of said positions to thereby accurately define the position. 7

The cover 8 differs from the usual covers employed on brake'valves in that itconstitutes a housing for an armature Q5 of a rotarymagnet or torque motor IE2. "A spacer llis secured to the top'of the cover 8 and a cap [8 is secured'to the ,top of the spacer H, the joints betweenthe spacer and the cover and cap being air tight to prevent leakage of fluid under pressure from the interior which is open to the rotary valve chamber 9. The rotary valve chamber 9 is constantly supplied with fluid under pressure in-use as by way of a passage M, as well known.

The armature i5 is secured to and supported bya shaft 2% the lower end of which extends into and has a driving connection with the rotaryvalve it. The opposite end of the shaft is posiin the direction of the release position. .the armature I5 is energized, as will be later journaled in cap i8 and a thrust bearing is interposed between the shaft and the top of the spacer ll supports the shaft and armature 55.

A coil torque spring 2i encircles the shaft 2G below the armature i5 and has one end connected to the armature while the opposite end is anchored to the cover 8. This spring is under tension and is provided for turning the armature l5, shaft 20 and thereby rotary valve Hi in a counter-clockwise direction, as viewed in Fig. 2, When described, it is adapted to turn the rotary valve 10 in a clockwise direction, as viewed in Fig. 2,

' against the opposing force of spring 2! to a position determined by the degree of energization of the magnet and the counterbalancing force of said spring.

The-manually operative controllers 2 and 2a are provided for controlling the current supply to the'rotary magnet l6 from either of two control stations. a

Each of the controllers 2 and-2a comprises a base member 22 carrying a resistance coil-23 having one end connected to battery 5; A shaft 24 mounted in the base member 22 carries an =operators handle25 and said handle carries a contactor 26 which is connected by wires 21a and 28a to one terminal of the rotary magnet lithe other terminal of which is connected by a return wire 25o tobattery 5. I The contactor 25 cooperates with the coil 23 to vary the resistance in the circuit of the rotary magnet IS in accordance with the-position of the contactor and handle with respect to the base member.

The base member 22 is provided with an internalquadrant 27' arranged in concentric relation to the resistance coil 23 andshaft'ts and this quadrant has five notches 28 which are spaced from each other and adapted to receive a roller 29 which is carried in an extension of the handle 25 and urged into contact with the quadrant by a spring 39. These five notches 28 cor- 7 respond to the five positions of the rotary valve I0 indicated in Fig.2 and may bear the same legends arranged in the same order as shown in Fig; 1 Interengag'ement between'the roller 29 and one or another of the notches 28 is intended to define the positionsof the handle 25 and the position which it is desired the rotary valve ii! shall occupy.

When the handle 25 is in the release position the contactor 26 may be either off the resistance coil 23 or the whole of said resistance coil may becut into the circuit, including 'batteryt and the rotary magnet 16, in order to effect substantial complete deenergization of said: magnet so that the torsion spring 2! may turnthe rotary .valve In to its release position.

If the operator turns the handle 25 from the release position'in a clockwise direction toward emergency position it will be seen that the resistance coil 23 will be gradually cut out of the circuit including battery sand the rotary magnet !6 for increasing the degree or energization of said magnetb 'For instance, in running position of the handle 25 the amount ofcofl 23 in circuit with the rotary magnet IE will permit energization of said magnet to an extent which will just counterbalance the force of torsion spring 2| by the time the armature 15 has turned the rotary valve ill to running position. A sufiiciently greater degree'of energization of the magnet will be obtained in lap position of the handle 25 to more the armature l5 and rotary valve in aaaapoa to lapi position in which position therotary valve will 'be stopped by the increased,- force of spring 21' which 'ooun-terbalances the increased magnet force. The rotary valve i! will be moved to service and emergency positions up'on movement of the handle to the correspondingpositions with like reductions'in the amount of coil 23 in the magnet circuit, as well "b apparent. In emergency position of handle 25 the coil 23 may be completely out out to provide a maximum degreeofenergization of themagnet to move the rotary valve III to its emergency position.

Movement of'the handle 25 ina counter-clockwise direction to any selected position will increase the resistance in circuit with the magnet and thus reduce the degree of energiza'tionof the magnet whereupon the torsion sprin il will turn the rotary valve III in a like direction to a-positionwhere-the force of the spring is reduced to substantially the same degree as the OPPOSing reduced magnetic force of the magnet at which time the rotary valve will stop moving.

From the above'it will'be seen that the rotary valve ID will move to any position predetermined by the position of handle III regardless of the 1 sequence of positions to which said handle may be moved, thereby providing for normal sequence of brake controlling movements of the rotary valve in upon usual brake controlling operation of handle 25 by'ancperator. v

It will be seen that the roller '29 in the handle 25 aid the operator in selecting a desired position. The ball 'II and recesses I3 in the brake valve act to accurately define the selected position of the rotary valve and thus prevent any over-travel thereof under the action either of spring 2| or the force of magnet I6.

The handle 25 and thereby'thecontact 26 are preferably removable from the manually operative brake controllers'and only one provided per vehicle-and applied to' the controller at the end of. the vehicle from which it is desired to control the vehicle brakesso as thereby prevent interference with the brake control from theother end of thevehicle. in the drawing the handle 25 is applied to the controller 2, there being no handle on controller 211 so that the latter is'not capable of controlling the brakes. If desired however the handle 25 may be removed from controller 2 and applied to controller M for controlling the brakes in the same manner as above described.

By this improved system the single brake valve device I and the controllers 2 and 2a provide for double end control of the brakes on alocomotive without the need of relatively long pipes; or pipes incident to use of a second brake valve device such as heretofore generally employed on "double end vehicles. "Moreover thelocation of brake valve device I is independent or the operators station where the controllers 2 andZa are located and may therefore be applied to a vehicle at any point where most efficient and effective control of the brakes may be secured.

The brake pipe vent valve devices 3 and 3a are containing a spring 31 which acts on the valve piston for normally holding the opposite side thereof in sealing contact with an annular seat rib 38. The seat rib 38 encircles a vent passage 39 which leads to the atmosphere and is encircled by a cavity-'48 which is open to the brake pipe I I. Chamber 36 and cavity are connected by a passage-4| containing a restriction 42. Normally brake pipe pressure is adapted. to equalize through passage 4i into chamber 33 to render the spring 31 eifective to hold the valve piston 35 in sealing contact with seat 38. A venting of fluid under pressure from chamber 35 at a rate suflicicn-tly exceeding the capacity of restriction 32 to supply fluid under pressure to said chamber is-adap-ted however to so reduce the pressure of flu d in said chamber, that brake pipe pressure in cavity M! will move the valve piston away from scat rib-38 and thereby'connect the brake pipe Ii to the vent passage 39. When this occurs a sudden emergency reduction in brake pipe pres sure will occur through the vent passage 3 and cause an emergency application or brakes.

A poppet valve 43 isprovided for venting fluid under pressure from chamber 3-6 as just described. This valve is normally ed by a spring 44 and has a stem to dis used to engaged by the handle 25 just prior to movement of said handle into emergency position so that in said position said valve will be open and thereby cause an emergency venting fluid under pressure from the brake pipe and consequently an emergency application of brakes. The valve 43 will be seated by spring M upon subsequent movement of the handle out of emergency position to permit recharging of brake pipe as will be apparent.

The safety magnet device is provided to insure the safety of the vehicle train in case of failure of the supply of electric power and comprises a magnet 45 connected the termi nals of battery 5 so as to be normally energized. Failure of this source of electric current will result in deenergiz-ation of the magnet 45.

The magnet '45 controls valve 4! which is contained in a chamber 48 open to the atmosphere through a. passage 49. The valve M has a fluted stem 50 extending through a bore in the device into a chamber 5! which is connected by pipe 52 to the vent valve spring chamber 35. spring 53 in chamber 5! acts on the stem 56 for unseating the valve 41.

When the magnet 45 energized the valve 4? will be seated so that the valve piston 35. may be held in its normal position shown. Failure of the supply of electric current however will result in deenergization oi maf 45 under which condition spring 53 will unseat the valve 41 and thereby vent fluid under pressure from the valve piston chamber The valve piston 35 will then be unseatc-d from the rib cause an emergency application of brakes in the same manner as before described to thereby insure the safety of the vehicle or train.

Description Figures 3 and 4 In this embodiments-f the invention the nositio'ning'of the brake valve device is effected by a: control sprint: and an oppos ng variable air pressure in contrast to the opposing force of magnet I in the structure shown in Fig. 1, this variable air pressurelbeing governed however by the degree of energization of a magnet which maybe controlled from controllers .2 or 2a.

In this embodiment the brake valve device is indicated by the reference numeral la. .This brake valve device difiers from that shown in Fig. 1 in that the position defining ball ii and spring l2 are located inthe cover 8a and cooperate with recesses l3 provided in tliep'eriph-v ery of the rotary valve iii. A shaft 26a isjournaled in the cover 8a and has one end in driving contact with the rotary valve ii The shaft 26a extends to the exterior of the cover and there is provided with a driving gear 55 which is in mesh with a rack 56 formed on the outer portion of a stem 57 secured to and projecting from one end of a piston 58.

The piston '58 is contained in a cylinder 69 having a chamber 66 at the side of the piston fromwhich the stem 67 projects, it being noted that the rack portion 56 of said stem extends through the end wall of chamber 66. A coil spring 6| encircling the piston'rod within chamber 66 bears at one end against-the end wall of chamber 66 and at the opposite end against the piston 58. v This spring is under compression and therefore effective on the piston to urge same in the direction of the left hand, as viewed in Figs. 3 and 4, for thereby operating the gear 'rotary valve ill will occupy. It will readily be seen that the lack of fluid under pressure in chamber 62 will permit the spring 6| to move the rotary valve I6 to its release position. A sufficient degree of fluid pressure in chamber 62 to counteract the opposing pressure of spring 6% in running position of the rotary valve will position said valve in running position; A sufficiently greater increase in air pressure in chamber 62 will position the rotary valve in lap position. Further increases will position the rotary valve in service position or emergency positions. In other words the position of the rotary valve is governed by the provision of a certain definite degree of air pressure in chamber. 62 for each position desired and when such pressure is 01 tained the rotary valve will obtain the selected position in generally the same'manner as obtained by the variable degreeof electromagnetic force in the structure shown in Fig. 1.

The variable air pressure in chamber 62 for controlling the positioning of piston 58 and rotary valve I6 is adapted to be provided by a magnet 65 having a coil 66 adapted to be connected to wires 28a and 29a for control by the controllers 2 or 2a. Y

The magnet coil 66 encircles a pole piece 61 and a portion of a coaxially aligned movable armature 68. A rod 69 extends through the armature into an aligned bore in the pole piece 6'1 wherein it contacts one end of a pin 16 the opposite end of which engages a plunger 1!. The plunger II is slidably mounted in a bore 12 and is secured to the central portion of a flexible diaphragm 13 which is rigidly clamped around its edge. e

The bore 12 below the plunger H is connected by a passage 14 to a chamber 15. below the diaphragm 13, and both said bore and chamber are connected by pipe 16 to piston chamber 62.

Below the bore 12 is a chamber. which is supiii) plied with fluid under pressure from any suitable source such as a reservoir 18 and which contains a poppet valve 19 in axial alignment withplunger H and the magnet armature 69; This valve has a fluted stem 86 extending through aboreconnecting chamberil to bore 72 and on the end of this stem is an exhaust valv 8i arranged to cooperate with a seat provided on of the plunger,

-Tl1e poppet valve"!!! which issubject to the pressure of a seating spring 82'urging it to its seated position is provided for supplying fluid under pressure from the re'serv'oir lB to bore 72 and thence to piston chamber 62 and chamber below the diaphragmfl3. The valve 8! is provided for releasing fluid under pressure from piston chamber 62 and diaphragm chamber l5 to a passage. 83 in the plunger-ll, which passage is open to a chamber 84 formed above the diaphragm and open to the atmosphere through a passage85. 1 r I Secured to the upper end of rod 66 is a spring seat 86 engaged by one'end of a spring 87 the other end of which engages a fixed Washer 83. This spring is under compression. and acts through the seat -86 and rod 69 on the armature with a force suihcient to. counterbalance the weight of rod69 and armature 6,8 to offset residual magnetism in the magnet'so as to ensure prompt movement of said armature to its uppermost position upon deenergization ofthe magnet. The washer 88 has an elevated and inwardly extending collar 89 disposed between two spaced shoulders 66 on a spool 9| which is secured to the rod 69, engagement between these shoulders and the collar 89 being adapted to limit movement of the armature 68 in opposite directions.

In operation, when themagnet is energized to a sufficient extent to overcome the force of bias spring 81,.thearmature. 68, rod 66, pin liiand plunger H are moved downwardly and the diaphragm i3 is accordingly deflected in the same direction. After a certain slight movement of member H it engages the valve 8! to close the exhaust communication from bore 12, diaphragm chamber H and piston chamber 62.to the vent passage 83. A further slight downward movement of the armature and plunger H transmitted through the valve 8! and stem 86: then unseats the valve 19 whereupon fluid under pressure flows from. the reservoir 18 to bore 12, piston chamber 62 and diaphragm chamber 15, it being noted that the pressure of fluid thus obtained in piston chamber62 acts on the diaphragm 13 in opposition to the magnetic force in armature 68. As a result, fluid under pressure will continue to be supplied to piston chamber 62 until the pressuretherein acting on the diaphragm is suflicient to overcome the downwardly acting forc of the armature at which time the diaphragm will be deflected up wardly and permit spring 82 to close the supply valve 16 and prevent further increase in fluid pressure on diaphragm 13. In other words the device will operate to limit the pressure of fluid obtained in piston chamber 62 in accordance with the degree of energization ofvthe magnet as governed by the amount of current in coil 66. Thus any increase in this amount of current will result in a corresponding increase in fluid pressure in piston chamber 62. I

A reduction in the amount of current in mag- 7 net coil 66 will result in a corresponding reduction in magnetic force applied to the diaphragm l3. Under this condition, the pressure of fluid in piston chamber62facting on the diaphragm the lower end aaaasqe 1 .:wi1l: d fle t. pward y d mo e. the plun er- H; awsv romythev l e 8 F uid pr ssure wi hen. e r leased; o-.. d ianhraenc amber 1 til. 1 1 P s: sure ac n o d a r m"; isrsdi ed li ht y elow' oppo n rc a p ed. th o h: the armature at hich s time, id... .995? ms for e w defle the diaphr m lt nw ir l nd e lunger, H n os a ie v nreasement w th. val eto e ent urt er e tr s o luid fr m;v hamb r and I he w s he ce w l er e neon-arom cs in e e r o .eners zat o it e magnetic 135 a corresponding-reduction inthe pressure orfluid inpiston chamberfil; 1 An increase in the pressure of; fluid in piston chamber 62 acting on piston 58;.is adaptedrto move same against spring 61 to a position where it is counterbalanced by theio rc eof thespring. A duq n a t e r sure. uid x c mbe 82 on piston 58 is adapted to render the spring effective to. move th -piston in the, opposite dis rection to a position where the reduced fluid pressure inv chamber '62 'counterbalancefs the re? duced pressure of-th e. spring; and since move: ment of the piston transmitted through roclg 5,6 andgear 55 moves th rotary valve in, the pres; sure of fluid on thepiston' 58, therefore determines the position of the rotary valve. Thus as before mentioned a certain pressure of fluid in chamber 62 will cause the piston 58 and rotary valve U) to assume the running position'of the rotary valve, a certain greater pressurethe lap position, a still greater pressure the service position and a still higher pressure the emergency p sition. The lack of fluid pressure in chamber 52 will render the spring 5! effective to move, thepi'ston 58 to a position in which the rotary valve will b in release position.

Since the position of the rotary valve H) dependsupon the degree 'of fluid pressure in piston chamber 62 which in turn depends upon the degree of energization of the magnet, it will be seen that by the proper proportioning of the resistance 23 in the magnet circuit in the different operating position of the controllers 2. and 2a, the rotary valve l0 will be caused to assume a position corresponding to the position of handle 25 of the controller. Thus the operator by manipulating the handle 25 in the same manner as is customary in operating well knownabrake valves may obtain the same brake control through the corresponding operation of brake valve device la.

Summary It will now be seen that by the use of either embodiment of the invention, only a single brake valve device is required on double end vehicles for controlling the brakes thereon or on a connected train, since this brake valve device may be controlled remotely from any one of a plurality of remote control stations. This improved arrangement thus provides for locating the brake valve device on a vehicle wherever desired to provide most efiicient and effective brake control, with a minimum degree of piping and with the shortest possible pipes. Delayed response of brakes due to long pipes may therefore be n1inimized, and the possibility of brake failure due to a broken pipe is also minimized.

Having now described my invention, what we claim as new and desire to secure by Letters Patent is:

1. In combination, a brake valve rotary valve having a plurality of brake controlling positions,

iii)

resilient means arranged to define each of said positions, a shaft forturning'said. rotary valve, spring means operative on saidjshaft to turn same and said rotary valve .inone direction, electro-magnetic means operative upon energization to create, a force opposing that of said spring means for turningsaid shaft and valve in the opposite direction, said valve being turned by the predominating force to a position in which the opposing forces substantially equalize, and manual means selectively operative to provide various degrees of energization of said: electroresponsive means which will provide said substantial equalization of forces in any selected one. of said plurality of positions.

2.- In combination, a brake, valve. rotary valve having a plurality of brake controlling positions, a shaft for turning said. rotary valve, spring means operative on said shaft to. turn samean'd said rotary valve in one direction, electro-magnetic means operative upon energization to create a force opposing that of said spring means for turning said shaft and Valve, in the opposite direction, said valve being turned by the predominating force to a position in which the op,- posing forces substantially equalize, a manual controller for saidelectro-magnetio means comprising a movable lever having positions corresponding to the positions of said rotary valve, an adjustable electric current control means for said lectro-magnetic means arranged for 'ad justment by said lever'in each position thereof to provide for said substantial 'equaiiz'atlon of forces in the corresponding positionof said rotaryvalve.

3. The combination with a control member adapted to be selectively moved to any one of a plurality of different. positions, spring means under pressure, a movableabutmentconnected tosai'drnember and. subjectfto the pressure of said spring means and the opposing pressure of fluid in a chamber and being operable by and in a direction dependent upon the greater of the two opposing pressures to a position in which the pressure or said spring means substantially equalizes with the opposing fluid pressure, an electro-magnet, means subject to the opposing forces of said electro-magnet and of fluid in said chamber, operative upon energization of said magnet to supply fluid to said chamber at a pressure proportional to the degree of such energization, and manual means operative to selectively provide various degrees of energization of said electro-magnet as required to provide substantial equalization of the opposing pressures on said abutment in any selected one of said plurality of positions.

4. In combination, a rotary valve of a brake valve device having a plurality of different brake controlling positions, motor means operable by fluid under pressure to turn said valve to a position depending upon the pressure of said fluid, electro-magnetic means operative upon energize.- tion to provide fluid in said motor means at a pressure proportional to the degree of energiza tion, manual means having positions corresponding to the positions of said valve, and current control means for said electro-magnetic means adjustable by said manual means to provide in each position of said manual means for energization of said electro-magnetic means to a degree to provide a fluid pressure in said motor means to move said valve to the corresponding position.

5. In combination, a brake valve device operative to control application and release of brakes,

6 electro-respon'sive means operative to control the operation of said brake valve device, a manual controller for controllingsaid electro-responsive means andhaving one position for effecting the Operation thereof to efiect operation of said brake valve device to cause a'release of brakes and having another position for effecting operation of said ele'ctro-responsive meansto eiiect operation of said brake valve device to cause an application of brakes, and means separate from said brake valve device operative by said controller in its said other position to also effect an application of brakes. V

6; In combination'a brake pipe, a brake valve device having one position to supply fluid under pressure to said brake pipe and another position v to vent fluid under pressure from said brake' pipe,

el'e'ctro-responsive meansoperative to control the position of said brake valve device, a manual controller for controlling said electro-responsive means and comprising a lever having one positionto effect operation of said electro-responsive means to cause operation of said'brake valve device to supply fluid under pressure to said brake pipe and having another position to effect operation of said electro-responsive means to cause operation of said brake valve device to vent fluid under pressure from said brake pipe, a valve device operative to vent fluid under pressure' from said brake pipe independent of said brake valve device, said lever being operative to actuate said valve device upon movement to said other position.

'7. In combination, a brake valve device operative to control application and release of brakes, electro-responsive means for controlling the operation of said brake valvedevice, a manual controller having one position of a connecting said 'electro-responsive means'with said source of current to effect energization of said electro-respom sive means to cause operation of said brake valve device to effect an application of brakes and having another position for efiecting operation of said electro responsive means and thereby said brake valve device to' effect a release of brakes, and brake application means separatefrom said brake valve device and connected with said source of current for constant energization thereby, deen'ergization of said brake application means upon failure of said current being 'operative to also effect an application of brakes.

8. In combination a brake pipe, a brake valve device having one position to supply fluid under pressure to said brake pipe and another position I to vent fluid under pressure from said brake pipe,

electro responsivemeans for controlling the operation of said brake valvedevice, a source of electric current, a manual control lever having one position for connecting said source of current with saidelectro-responsive means to efiect operation thereof to cause operation of said brake valve device to vent fluid under pressure from said brake pipe and having another position to cause operation of said electro-responsive means to efiect operation of said brake valve device to supply fluid under pressure to said brake pipe, a vent valve device for venting fluid under pressure from said brake pipe independent of said brake valve,-means operative by said leverupon movement thereof to said one position to actuate said vent valve device, an electromagnet device operative upon deenergization to also actuate said vent valve device, and means connecting saidelectro-magnet device with said source of current providing for constant energization thereof by said current anddeenergization thereof upon failure of said current.

JOHN CANETTA. JOHN B. GROSSWEGE. 

